Automatic quick-acting air-brake.



F. T. GALLAGHER.

AUTOMAHC QUICK ACTING Am BRAKE,

APPLICATION HLED FEB. 28,1914.

I'atentcfi A11 20, 1918.

-S H E ET I l2 SHEETS c o N m c v. N u w c m m m m F. T. GALLAGHER.

AUTOMATIC QUICK ACTING AIR BRAKE. APPLTCATTON FILED FEB. 28. 1914.

Patented Aug. 20, 1918.

T2 SHEETS -SHEET 2.

F. T. GALLAGHER.

AUTOMATIC QUICK ACTING AIR BRAKE.

APPLICATIQN FILED FEB. 28. IBM.

1,276,640. Patented .20,1918. 7

IMiiIiIIiR Fla-6 in 8 F. T. GALLAGHER.

AUTOMATIC QUICK ACTING AIR BRAKE. APYLICATION FILED FEB. 28,1914.

1 ,%76, 640 Patented Aug. 20, 1918.

I2 SHEETS-SHEET 4.

m: Nmiflls Prrsns cu. PHOTO-Linux, WASHINGTON, u. c.

F. T. GALLAGHER.

AUTOMAHC QUICK ACTING AIP. BRAKE.

APPUCATION FiLED FEB-28,1914.

Patented Aug. 20, 1918.

l2 SHEETS-SHEET 5.

NR M ma. W 6w PHI! m mum, \VASHING TON. u

F. T. GALLAGHER.

AUTOMATiC QUICK ACTING MR BRAKE APFLICATEON FILED FEB. 28. 1914.

Patentefi Aug. 20, 1918.

12 SHEETS SHEET 6- F. T GALLAGHER.

AUTOMATIC gum ACThlG AIR BRAKE.

APPLICATION FILED FEB. 28,1914. 1 ,2? 6, 6&0 Patented A11 20, 1918.

' I2 SHEETSSHEET 1.

F. f. GALLAGHER,

AUTOMAHC QUICK. ACTING MR BRAKE,

APPLICAHOH FILED FEB. 28. m4.

1 ,2'?6,64;a Patented Aug. 20, 1918.

12 SHEETSSHEET 8.

LA G H E R.

Patented Aug. 20, 1918.

I2 SHEETS-SHEET 9- F. T. GAL

AUTOMATIC QUICK ACTING AIR BRAKE. APPLICATION HLED FEB. 28,1914. 1,276,40,

F. T. GALLAGHER,

AUTOMATIC QUICK ACTING Am BRAKE,

APPLICATEOH FiLED FEB 28, 19m.

Patented A11 20, 1918.

l2 SHEETS-SHEET 10.

F. T. GALLAGHER. 4 AUTOMATIC QUICK ACTING AIR BRAKE.

APPLICATION HLED FEB. 28, I914.

1,276,640, Patented Aug. 20, 1918.

I2 SHEETS-SHEET l1.

m: Nwm-s PETERS cnvFmnu L mu w. muulu/L n c F. T. GALLAGHER.

AUTOMATIC QUICK ACTING AiR BRAKE.

APPLICATION FILED FEB. 28. 1914.

Patented Aug. 20, 1918.

12 SHEETSSHEET 12.

learn ENE FFFQF.

AUTOMATIC QUICK-ACTING AIR-BRAKE.

Specification of Letters Eatent.

Patented Aug. so, 1918.

Application filed February 28, 1914. Serial No. 821,697.

To aZZ whom it may concern:

Be it known that I, FARREL THOMAS GALLAGHER, a subject of the King ofGreat Britain and Ireland, residing at Herberts Creek, Central Railway,in the State of Queensland, Commonwealth of Australia, have inventedcertain new and useful Improvements in Automatic Quick-ActingAir-Brakes, of which the following is a specification.

This invention relates to automatic quickacting brakes of the compressedair type, and is specially applicable to the estinghouse brake, and isdesigned to efi'ect certain improvements therein with the object ofobviating the skidding of the train wheels when the brakes are applied.

These improvements comprise the ar rangement, combination and operationof certain controlling valves, rods, cylinders, links and rods, thewhole being operated automatically by governors actuated by the ordinaryroad wheels of the vehicle and by an extra set of unbraked wheels, thewhole being so arranged that when the pressure in the train pipe is suchthat the pressure of the brakes causes the wheels to skid the said brakepressure is instantly released. The invention necessitates no alterationinthe construction or manipulation of the engine-drivers regulatingvalve, and its operation is not affected by excessive air pressure inthe trainpipe while with a low pressure therein the major por tion ofthe mechanism is automatically thrown out of action.

The invention is best described with the aid of the accompanyingdrawings which illustrate diagrammatically an arrange ment and detailsof construction of the various parts constituting the improvementsreferred to. I will now refer to these drawings in which:

Figure 1 is a perspective view of this invention as applied to theordinary Nestinghouse brake gearing.

Fig. 2 is a perspective view of the governing valve.

Fig. 3 is a central longitudinal section thereof, and

Fig. 4 is a cross-section on line 4-4 of Fi 3.

Fig. 5 is a perspective view of the con trol valve and projectionattached to the piston rod of the brake cylinder.

a Fig. 6.

Fig. 8 is a sectional elevation on line 8-8 of Fig. 7.

T Fig. 9 is a sectional plan on line 99 of Fig. 10 is an elevation viewof the projection on the brake cylinder push rod.

Fig. 11 is a perspective view of the abutment cylinder and brake easingcylinders.

Fig. 12 is a longitudinal sectional eleva tion of Fig. 11.

Fig. 13 is a perspective view of the valve chest and exhaustcontrollers.

Fig. 14 is a central longitudinal sectional elevation thereof.

Fig. 15 is a perspective view of the triple plug valve.

Figs. 16 and 17 are sectional elevations in planes l6-l6 and 17-17respectively, of Fig. 15.

Figs. 18, 19, 20 and 21 are sectional diagrammatic views of Fig. 1.

Referring to Figs. 1, 18, 19, 20 and 21, the permanent way vehiclewheels 30 have brake shoes 31 and lever connections of ordinaryconstruction controlled by a brake cylinder 32 connected in the usualmanner to a brake pipe 33. From this brake pipe branches a pipe 34connected to a governing valve (see Figs. 2, 3 and 4) consisting ofdouble cylindrical casing having two cylindrical compartments 36 and 37for pistons 38 and 39 respectively, the compartments being connected bya passage 40. The piston 38 has a ramp rod 41 adapted to pass through anorifice 42 leading into a chamber 43 of valve chamber 44. the saidchamber 43 being connected by a passage 45 having a check valve 46 toanother chamber 47. This valve 46 is adapted to be raised from itsseating when the ramp rod 41 engages therewith (see dotted lines, Fig.3); the chamber 47 is also connected by a passage 48 to the compartment37 of the governing valve 35.

The compartment 36 has an inlet supply pipe 34 from the brake pipe 33,an air exhaust port 50, and also a coil spring 49 so tensioned that whenthe air pressure entering compartment 36 from pipe 34 has almost reachedskidding pressure, the piston 38 has moved against a spring 49suiiiciently to 10 ran it a uncover one end of the port passage t anccloses the other end, thus admitting the pressure to the underside ofpiston valve 51. The piston 39 of compartment 37 has also a coil spring29 and two port passages 51 and 52 not in the same straight line andsoparatcd l; a cylindrical valve passage 63 in which is piston :31 witha coil spring 55. The piston valve 5-1, when sutliciently inoved againstspring by air pressure in valve passage cuts oil the communicationbctvveen the port passages 51 and 52. The pin 56 limits the movementdownwardly ot the piston valve 51, and the valve passage is connected toa port passage 5'? in the partition .58 between the two compartments 36and 37.

From this governing valve leads a pipe 59 to the auxiliary air reservoir60, and a check valve 61 is titted in the said pipe 59.

ii roin this auxiliary reservoir a pipe 62 leads to a triple plug valve(see Figs, 15, 16 and 17) consisting of an outside casing 63 havingports 61 and 65. ll ithin the casing 63 are three concentric plug taps66, 6? and 68 the tvvo former being annular While the latter 68 is aported solid plug. The three plugs 6, 67 and 68 have each a lever 69, 70and 71 respectively, the circiiniterential travel of ivhich is limitedby the sector stoppiece 72, T he lever i1 is connected by a rod 78 to abell crank 11 operated by a governor 75 which is set in motion by therod 76 and friction vvheel 7i" gearing; With a Wheel 36 ot' the bog'ie2S. l he lever 70 is connected by a llllli 78 to a bell crank 79operated by the governor 80, which receiv its motion from a rod 81rotated by a friction Wheel 82 gearing with a vrhcel of bogie 29. Thelever 69 is connected by a link 81 ano bell crank 85 to a governor 86operated by rod 87 or a friction wheel 88 gearing vvith a pair of Wheels89 thathave no brake shoes. These Wheels 89 are an additional set on apermanent vvay carriage, Whereas in the case of a locomotive the leadingbogie or any other Wheels that are tree of hralre shoes may be used. lheplug 68 has air port passages 9U, 91 and also plug 6'? has ports 93, 91,and 96, the port 93 communicating with a passage 9'7, also in said plugare port passages 98 and 99 and recess port 100. The plug 66 has twoports 101 and 102 and Zig-zag port pass-a es 16-3 and 101, and tvvoother port pa 1055 and 106.

The casing 63 has tivo air exhaust ports 10? and 168 and two air inlet109 and 110, and is secured to a valve chest 111 (see Figs 13 and 1%).

This valve chest 111 is rectangular in shape and has contained thereintwo sets of slide valves 112 and 113. each having double D-recesses 11-1and 115 and lap 116 with port 11?. These slide valves 112 and 11 3 areadapted L0 be reciprocated on the lace plat-es 1 erase-o 8 and 119 eachhaving, ports 120 121, 122, 3 and 121. the two former (120 and 121)eading' into a chamber and the port 121 into a chamber 126, While thetvvo ports 122 and 123 lead into a reservoir 128. The said chambers and126 and reservoir 128 are integral with their respect" face plates.

Elie valves 112 and 113 have rods 129 and pistons 130 thereon Working incylinders 131 and 132 respectively, and which are integral with thevalve chest and connected by pipes 133 to the ports 109 and 110 of thetriple plug valve casing hereinbetore mentioned. in the cylinders 131and 132 are coil springs The valve rods 129 have also aiiirred at theother ends pistons 1536 and 137 in cylinders 138 and 139 respectively.

Each of these cylinders 139 has an air inlet valve 110 and a passage 118With a checl: valve 111 leading to a valve casing112 having tvvocylindrical chambers 115 and 1&6. These valve casings 1 12 are integralwith cylinders 139. The cylindrical chamher 115 of the valve casing 112has a piston 19 and a coil sprin abutting against a check valve 151, anda passage 152 leading; into a chamber 153 and provided with an exhaustport 1 1-8. The chambers 153 are connected by pipes 151 to chambers 126of the lace plates 11S and 119.

The cylindrical chamber 116 of each casing 112 has a drain passage 155and a piston valve 156 connected by a rod 157 to a piston 153 in anenlarged cylindrical chamber 159 integral vcith the cylindrical chamberl lo and which has an exhaust port 160.

From the chambers 15a are pipes 161 connected to pipes 162 that connectthe chainbers 125 01": the lace plates 118 and 1 19 respectively to theabutment cylinder 163 and have spring check valves 161 (see Fig. 12).

This cylinder 163 has a piston 165 acting also as a valve and having aplunger rod 166 surrounded by a coil spring 167, and said plunger rod166 telescoping another rod 168 having a head piece 169 against whichone end ot the spring 167 bears, and at its lovver end a Wedge-shapedliner 1T0 taking againstiixed HlflltlilGDt'lll ZilllliGCl to the vehicletraining, A coil spring 172, vvealrer than the coil spring 167,surrounds rod 168 and an exhaust port 173 provided in the cylinder 163.The object of this Wedge-shaped liner 170 is to make up the d' l'erenccof the ivear and tear on the shoes and thus insure the end of the pistorod of the brake cylinder abutting when required as hereinafterexplained On the top of this abutment cylinder 163 is an exhaust controlvalve chamber 171 having a piston 175 connected by a stern 176 to apiston valve 177 in passage 178 which has ancXh-aust port 17 Fl'Olll thetop of the valve chamber 171 is a pipe 196 connected to a control valve181 The control valve 181 is a cylindrical cas- 1 ing and has recesses182 and 183, the former (182) being connected to the pipe 180 from theexhaust control valve 174, and the latter 183) by a pipe 184: connectedto the auxiliary reservoir 60. Within this casing 181 is a valve plug185 having a throughpassage 186 adapted to make connection betiveen therecesses 182 and 183, and a bypass passage 187 is provided adapted tomake connection between the recess 182 and an exhaust port 188. Therecess 183 is also adapted to be connected by a passage 189 to acylindrical chamber 190 having a piston 191 adapted to operate thehandle 192 piv oted to the plug 185. This handle'192 is adapted to bethrown in and out of gear with the projection 193 rigidly aflixed to thepush rod of the brake cylinder 32 according to the pressure in the trainpipe, and is limited in its circumferential movement by the stop pins194.. The projection 193 has spring tripping lugs 195 (see Fig. 10)controlled by spring 196 and stop pins 197.

Referring again to Figs. 11 and 12, branching from the pipe 162 arepipes 198 connected to valve chambers 1990f valve casings 200 that areattached to the brake easing cylinders 201. The valve chamber 199 ofeach valve casing 200 is connected by passage 202, provided with a checkvalve 203, to a cylindrical chamber 204.

The check valve is connected toa stern 205 of a piston 206, and thechambers 201 are connected by pipe 207 to the abutment cylinders 163.The'brake easing cylinders 201 have pistons 208 and piston push rods 209each connected to a double ended lever 210 (see Fig. 1) fulcrumed at 211and pivotally connected to a radial arm 212 connected to the pull rods213 Whichare pivoted to a double ended lever 21% connected to the pistonrod 215 of the brake cylinder 32. From the radial arms 212 areconnecting links 216 to the usual brake levers of the brake shoes 31 ofwheels 30. The brake easing cylinders 201 have each a connectingportpassage 217 to the chambers 20% and a coil s iring In operation, whenthe brakes are applied and before the train pipe pressure has caused thebrakes to bear siiijliiciently hard to hold the wheels and cause them toskid, the piston 38 of the governing valve (see Figs. 3 and 20) Will beforced into the position shown in dotted lines (Fig. 3), and compressthe coil spring 49 and lift the valve 1 6 by the ramp rod a1 so that thechamber 4:7 Will be open to the exhaust port 50; The

air from the brake pipe will then pass through the passage 57 into thecylinder 53 and raise the piston-valve 5-lso as to cut oil communicationbetween the port passages 51 and 52, thereby preventing air getting tothe rear of the piston 39 which is then forced back by the air enteringthrough port 40 until air can pass up the pipe 59 into the auxiliaryreservoir 60 (see Fig. 20). From the reservoir 60 air will pass downpipe 184: into the recess 183 (Fig. 7) of the control valve 181, thenceby passage 189 into the cylinder 190 and raise the piston 191 so as tolift the handle 192 into engagement with the projection 193 on brake rod215. The said rod has a greater travel than the handle 192 andconsequently before the projection 193 has reached the engagement pointthe handle 192 Will have been raised. Further movement of the brakecylinder rod 215 will operate the valve plug 185 and make connectionbetween the recesses 183 and 182 by the passage 186, thereby allowingthe air from pipe 184: to pass into pipe 180 to the exhaust control 174.The piston 175 in the exhaust control. valve 1.74 is thereby presseddown so that the piston valve 177 Will cut ofi the exhaust port 179 ofthe abutment cylinder 163. It is to be noted that air from the auxiliaryreservoir 60 (when charged as before stated) operates piston 191 (Fig.6) to raise handle 192 into the engagement position, so that on advanceof the brake cylinder rod 215 the lug 193 thereon engages .said handleand rotates the valve plug 185.

The cylinder 190 is in constant communication vvith the auxiliaryreservoir 60 and on retraction of the rod 215 the handle 192 and plug185 are carried back to normal position. Consequently the handle 192 iskept in the raised position as long as there is sutiicient pressure inthe reservoir 60. This pressure is reduced gradually by escape of theair through pipe 62, but as very little pressure is required to operatepiston 191 the pressure in reservoir 60 may be very greatly reducedbefore the handle 192 falls.

The piston 165 of the abutment cylinder 163 being above the ports ofpipes 207 b virtue of the coil springs 167 and 172, the abutmentcylinder 163 is ready to receive its supply of air from the auxiliaryreservoir 60 by the way of the triple plug valve 63 through ports 64 and101, the port 101 being, When the Wheels are rotating, placed in suchposition (see Fig. by the governor 86 and connecting link 81- and bellcrank 85 operating the lever 69 of plug 66, by reason of the fact thatthe governor 86 is driven from unbraked wheel 89 and is, therefore, notlowered when the braked wheels skid. At the same time governors and 80,being driven from braked Wheels assume a loW- ered position when theseWheels skid, and by so doing eii'ect rotation of plugs 67 and 68, sothat communication is established between ports 101 and 102 through port94 and passage 91 of plug 68 and port 96 of plug 67. The air thus passesfrom portlOl through ports 96 and 102, thence into the valve chest 111.

Simultaneously as the air is passing into valve chest 111, air will passfrom port 91 through passages 90, 98, 101 and 109, also by port 93,passages 91", 103 and 110 to pipes 133 and cylinders 131, all these saidports and passages being placed in such positions by virtue of thegovernors '75 and 80 being brought to a standstill by wheels 30skidding. The pistons 130 operate the slide valves 112 and 113 until theports 11? and 120 are in juxtaposition to one another, thus allowing airto enter from the valve chest into the chambers 125 by pipes 162 to theabutment cylinder 163, thus forcing the piston 165 down until the portsof pipes 207 are uncovered, and through the medium of the coil springs16? and 112 the wedge-shaped liner 170 is forced between the rigidabutment 1'71 and the end of the brake cylinder push rod 215, and servesto limit the movement of the push rod 215.

Air in the abutment cylinder 163 will then pass into the pipes 201' tochambers 20% and operate the pistons 206 which lift the valves 203 inorder to open the passages 202 to chambers 199 connecting the pipes 198to brake easing cylinders 201, Air will then pass from pipes 162 intopipes 198, chambers 199, passages 202, chambers 201, ports 21?!" intothe brake casing cylinder 201.

The push rods 209 of pistons 208 operate on levers 210 and the arms 212tend to force the rods 213 in the opposite direction, but by reason ofthe lever 211 bearing against the wedge-shaped liner 110 the arrangementof levers and links operates to ease the pressure. Ann when thegovernors T and 80 revolve again, the valve plugs 67 and 68 are operatedso that pipes 133 will be connected to air exhaust ports and 108 (see21), the passage from one pipe 133 being continued through the ports109, 101 and 95 and recess in the passage 90 leading into the passages98 and 105 to air exhaust port 107; and the passage from the other pipe133 being through ports 110, 103, recess 100, passage 106 to exhaustport 108. The cylinders 131 being exhausted, the pistons 130 arereturned by the coil springs 135, and the slide valves 112 and 113 coverthe ports 120 in both face plates 118 and 119 and at the same timeconnect the ports 121 and 122 by the Q-recesses 11%, so that air fromthe brake easing cylinders 201 passes throu 'l'i pipes 198 and 162 intochambers 125 and reservoirs 128, thus increasing the pressure on thebrake shoes 31, which is necessary when the wheels are again revolving.lhe air pressure in the reservoir 128 is exhausted when the pistons 130are operated to move the slide valves 112 and 113 so thatcommunicationis established between the ports 123 and 12 1, said air pressureexhausting into chambore 126, pipes 151-, chambers 153, through valveopenings 152 and exhaust ports 1% ll hen the driver releases the brakes(see Fig. 19), then. the brake cylinder push rod 215 operates thecontrol valve 181, so that the air in the exhaust control valve 17% willexhaust out by the port 188 of control valve 181, the air from theexhaust control valve 171 escaping by pipe 180 into recess 182, passage187 to exhaust port 188, which allows the piston valve 177 to lift untilthe air 6X- haust port 17 9 is uncovered; thus allowing air fromabutment cylinder 163 and from pipes 162 and 198 also from the brakeeasing cylinders 201 to escape, and as the air es capes from theabutment cylinder 163 the piston 165 is raised by the coil springs 16'?and 17 2, and when above the ports of pipes 207, the valves 203 willclose the passage 202 between the chambers 199 and 201 and then theremaining air in the brake easing cylinders 201 will pass through thedrains 220 (see Fig. 12) into the chambers 201, thence by pipes 207 intothe abutment cylinder 163 below the piston 165, thence out by theoritice 17 3 to the atmosphere.

The governing valve will also shut off the connection between theauxiliary reservoir and brake pipe 33 as soon as the pressure in thetrain pipe falls approximately below skidding pressure. This isaccomplished by the spring a9 forcing the piston 38 out, not closingport 10, but closing the port passage 57 at one end and open ing it atthe other end to the exhaust port 50. This allows the piston valve 5 1to fall and open communication between the pars sages 51 and 52, and atthe same time air enters the passages 51 and 52 and equalizes on bothsides of the piston 39. The coil spring 29 then forces out the saidpiston and closes the communication between the pipe 31 and train pipe33 and pipe 59 leading to the auxiliary reservoir 60.

il hen there is a low train pipe pressure the reservoir 60 isautomatically cut out by the governing valve 35 as just described. Thegovernors operate the triple plug valve enabling the pressure in saidreservoir 60 to exhaust through pipe 62, chamber 6%, ports 101 and 91and the erhaust port 105, the passage 90 in the central plug 68 placingin communication ports 9% and 99, the latter registering with port 105.This occurs when the governors 75, 80 and 86 are in normal runningposition, At the same time, to avoid the control valve 181 beingautomatically operated when there is no pressure in the auxiliaryreservoir 60, the air in cylinder 190 exhausts back into and throughreservoir 60 so that the piston 191 lowers and disengages the handle 192from the projection 193 on the brake cylinder push rod 215.

When a wheel slide and the triple plug valve 63 is operated by theaction. or the governors to ease the pressure on the brake rods, theskidding wheel revolves again. The operation of the triple plug valvewould let all the pressure escape from cylinders 201 and the pistonsthereof return to their normal position, so that the excess strain beingstill in. the brake equipment would operate to skid the wheels againunless regulated or controlled. To prevent such. action regulator valvesare provided to prevent reduction of I the pressure in cylinders 201below a certain point, and these regulator valves are constituted by thevalve 151 controlled by the pressure acting upon pistons 149. The valverods 129 being continually reciprocated through sudden rising andfalling of pres sure will, by means of the pistons 137 and cylinders 139acting as pumps, draw air in through the valves 140 and force said airthrough valves 143 into the chambers 1 12. The air compressed inchambers 142 controls the exhausting of chambers 128 by pressing againstthe pistons 156, but cannot move them as the larger pistons 158 havepressure on them from the pipes 161, and at the same time the pressureon the valve 151 is increased by the piston 149 and springs 150, thuspreventing the reservoirs 128 from discharging too much of theirpressure when the pressure in chambers 159 falls sufficiently to allowpistons 158 being depressed by pistons 156, the air from chambers 142then exhausting through drains 155 and ports 160 and releasing thepressure on pistons 1 19 so that valves 151 may lift as required topermit discharge from chambers 128 by the way of ports 123 and 12 1 andrecesses 115 of slide valves 112 and 113, chambers 126, pipes use intochambers 153, passages 152, exhaust ports 148 (see Figs. 14 and 20) Whenthe train is at a standstill the governors 75, 80 and 86 will all fall,thus operating the levers 69, 7 0 and 71 of triple plug valve 63. Thegovernor 86 in its action moving the plug 66 shuts 011 all connectionbetween the auxiliary reservoir 60 and valve chest 111.

The reservoir 60 is of course constructed large enough in proportion tocylinders, chambers, and the like to supply air therefor. When theskidding wheels are relieved they cannot skid again under the sameapplication of the brake, as the wedge-shaped liner prevents that.Renewed skidding can occur only when a fresh application of the brakesis made, and to do this the brakes must be first released. This,however, entails recharging of the auxiliary reservoir 60.

What I claim and desire to secure by Letters Patent is 1. Improvementsin automatic air brakes for preventing the skidding of wheels whenbrakes are applied thereto, including an auxiliary air reservoir, abrake pipe, a governing valve controlling the communication between saidbrake pipe and said reservoir, a valve chest including slide valves andexhaust controlling valves, governors, a valve operated by saidgovernors and controlling communication between said auxiliary reservoirand said valve chest, an abutment cylin der connected to said valvechest and adapted to limit the movement of the brake piston, brakeeasing cylinders connected to the brakes, and a control tap operated bythe brake piston to establish communication between said brake easingcylinders and said valve chest.

2. 1n apparatus for preventing the skidding of wheels when air brakesare applied thereto, brake easing cylinders connected to the brakes, anauxiliary reservoir connected to said brake easing cylinders, a brakepipe, a governing valve connected to said brake pipe and to saidauxiliary air reservoir, said governing valve being provided with doublecylindrical chambers and with an exhaust for one of said chambers, avalve controlling the communication of said chambers, pistons arrangedin said chambers, one of said pistons having a ramp rod adapted toactuate said last named valve, and a coil spring for normallymaintaining said valve actuating piston in inoperative position.

3. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, brake easing cylinders connected to the brakes, anauxiliary reservoir connected to said brake easing. cylinders, a brakepipe, a governing valve between said brake pipe and said auxiliary airreservoir, said governing valve being provided with double cylindricalchambers and with an exhaust for one of said chambers, a valvecontrolling the communication of said chambers, pistons arranged in saidchambers, one of said pistons having a ramp rod adapted to actuate saidvalve, and a coil spring tensioned almost to skidding pressure fornormally maintaining said valve actuating piston 1n inoperativeposition.

1. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, brake easing cylinders connected to the brakes, anauxihary reservoir connected to said brake easing cylinders, a brakepipe, a governing valve connected to said brake pipe andto saidauxiliary air reservoir, said governing valve being provided with doublecylindrical chambers and an exhaust for one of said chambers, a valvecontrolling the communication of said chambers, pistons in saidchambers, one of said pistons being adapted to actuate said valve, theother of said pistons being provided with disahned port passages, and apiston valve interposed between said disalined port passages and adaptedto establish and interrupt communication between said port passages.

skidding of wheels when air brakes are applied thereto, a brake pipe,brake easing cylinders connected to the brakes, and an exhaust controlvalve controlling the communication between said brake pipe and saidbrake easing cylinders, said exhaust control valve including faceplates, a double set of slide valves reciprocating on said tace plates,pistons in said exhaust control valve connected by stems to said slidevalves, and coil springs for maintaining said slide valves in normalposition.

18. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, and an exhaust control valve controlling the communicationbetween the brake pipe and said brake easing cylinders, said exhaustcontrol valve including face plates, a double set of slide valvesreciprocating on said plates, each of said slide valves having a lapwith a port therein, and a double set of D-recesses registering withportsin said face plates.

19. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, and an exhaust control valve controlling the communicationbetween said brake pipe and said brake easing cylinders, said exhaustcontrol valve including a double set of face plates, each of said faceplates having a double set of chambers for the air pressure and areservoir for temporarily storing the air pressure, substantially asdescribed.

20. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, and an exhaust control valve controlling the communicationbe tween the brake pipe and said brake easing cylinders and containingexhaust controlling chambers for said brake easing cylinders.

21. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, and an exhaust control valve controlling communicationbetween said brake pipe and brake easing cylinders, said exhaust controlvalve including double cylinders, a spring-controlled valve in one ofsaid valve cylinders, and a differential piston valve in the other ofsaid valve cylinders.

22. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, an abutment cylinder adapted to limit the movement of the:irakc cylinder push rod, an exhaust control valve adapted to controlcommunication between said brake pipe and said brake easing cylinders,said exhaust control valve including face plates formed with chambers,and valve-controlled pipes establishing communication between saidchambers and said abutment cylinder.

23. In apparatus for preventing the skidding of wheels when air brakesare applied thereto. a brake pipe, brake easing cylinders connected tothe brakes and adapted to be placed into communication with said brakepipe, and an abutment cylinder adapted to limit the outward movement ofthe brake cylinder push rod, said abutment cylinder including a piston,a second piston equipped with a wedge-shaped liner abutment and movablyconnected to "said first named piston, and a fixed abutment againstwhich said liner abutment bears.

24. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes and adapted to be placed into communication with said brakepipe, an abutment cylinder provided with two pistons, coil springssurrounding the rods of said pistons, said abutment cylinder beingprovided with an exhaust port, and means for establishing communicationbetween said brake easing cylinders and said exhaust port.

25. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes, an abutment cylinder adapted to limit the outward movementof the brake cylinder push rod, means for establishing communicationbetween said abutment cylinder and the brake pipe, an exhaust controlvalve connected to said abutment cylinder and provided with an airexhaust port, a piston in said exhaust control valve, and a piston valveattached to the stem of said first named piston and adapted to controlsaid exhaust port.

26. In apparatus for preventing the skidding of wheels when air brakesare applied thereto, a brake pipe, brake easing cylinders connected tothe brakes and adapted to be placed in communication with said brakepipe, an abutment cylinder adapted to limit the outward movement of thebrake cylinder push rod, means for establishing communication betweensaid abutment cylinner and said brake pipe, said brake easing cylindersbeing provided with valve chambers, said abutment cylinder beingprovided with ports, and means for establishing communication betweensaid ports and said valve chambers.

27. In apparatus fo preventing the skid ding of wheels when air brakesare applied thereto, a brake pipe, a brake easing cylinder connected tosaid brake pipe, a piston in said cylinder, a coil spring tormaintaining said piston in normal position, a double lever connected tothe piston rod, and a radial arin connecting the said lever to theordinary brake gear.

In apparatus for ireventing the skid ding of Wheels when air brakes areapplied thereto a brake pipe, a brake easing cylinder connected to thebrakes and to said brake pipe, said cylinder being provided with a valvechamber formed ith two compar ments, :1 check 'VBlTG controlling thecoinnninication of said compartments, an abutnientcylinder connected tosaid brake pipe and adapted to limit the outward incrementof the brakepiston, and an exhaust control valve for said abutment cylinder, one ofsaid compartments being connected to said abutment cylinder and theother of said compartments being connected to said abutinent cylinderand said efihaustcontrol Valve.

Signed at Roclthampton this third day oi. January, 191%.

FARREL THOMAS GALLAGEER. ll itneeseu T. RENSHA'W, W. P. DEAN.

Copies of his patent may be obtained for five cents each, by addressingthe ficmrniseioner of Patents,

l l l v

